Hybrid braking architecture for aircraft

Abstract

A system and method for a hybrid braking architecture for an aircraft is provided. The system can include a friction brake operably coupled to a main landing gear assembly, an eddy current brake operably coupled to a nose or main landing gear assembly and configured to impart up to a maximum resistive force, and a brake controller in communication with the friction brake and the eddy current brake. The brake controller can actuate one or both of the friction and eddy current brakes in response to receiving a braking signal with a required braking force based on an input amplitude of a braking input device. When the required braking force of the braking signal is less than or equal to the maximum resistive force, the eddy current brake can be actuated in the absence of actuating the friction brake to reduce wear on the friction brake, e.g., during taxiing maneuvers.

Description

[0001] HYBRID BRAKING ARCHITECTURE FOR AIRCRAFT

[0002] FIELD OF DISCLOSURE

[0003] The present disclosure relates to hybrid braking architectures for aircraft. More particularly, the present disclosure relates to eddy current braking associated with aircraft landing gear to supplement friction brakes during taxiing and landing maneuvers.

[0004] BACKGROUND

[0005] Aircraft landing gear commonly utilize wheel brakes to slow and stop the aircraft during ground maneuvers and to assist other braking systems (thrust reversers, spoilers, etc.) to decelerate the aircraft after touch-down during landing. Typical wheel brakes employ friction materials to provide a resistive torque and to convert kinetic energy to heat. A variety of configurations are possible, but all friction brakes impart wear, requiring regular maintenance and replacement of worn components. Additionally, the worn material is typically ejected from the brake as dust, which can contaminate surrounding components and, depending on the wear material, can represent a health hazard. Carbon friction brakes, which are typically used on aircraft, experience more significant wear based on the number of brake applications rather than duration or speed of engagement. In this regard, it is desirable to minimize the number of applications of the carbon friction brakes, particularly in stop-and-go maneuvers, such as taxiing.

[0006] A braking alternative to friction brakes uses electromagnetic effects, notably "eddy- current" brakes, which generate a resistive torque due to the interaction of a fixed or variable magnetic field and a rotating conductor. The magnetic field can be generated by electromagnets or by permanent magnets. The resistive torque that results from the brake depends on the speed of rotation of the conductor, the conductivity of the conductor, and the magnetic flux density (among other parameters). Conventional eddy-current brake designs modulate the resistive torque by altering the magnetic flux density. In configurations using an electromagnet, the magnetic flux density is altered by varying the current applied to the magnet coil. In configurations with a permanent magnet, the magnetic flux density is altered by varying the airgap between the magnet and the conductor.

[0007] U.S. Patent No. 9,638,273, issued to Schmidt, and currently assigned to Safran Landing Systems UK Ltd., the disclosure of which is expressly incorporated herein, discloses an electromagnet eddy-current brake assembly in which the electromagnets are also used as a form of electronically commutated motor. The brake assembly has a stator that includes at least one electromagnetic coil and is moveable in a direction parallel to the rotational axis of the wheel between a first position and a second position. In the first position, the electromagnetic coil is inductively coupled to the first portion of the rim when the wheel is rotating relative to the at least one electromagnetic coil. In the second position, the electromagnetic coil is inductively coupled to the second portion of the rim. When the rotor is in the first position, the brake assembly provides a braking force on the wheel. When the rotor is in the second position, the brake assembly generates power due to rotation of the wheel.

[0008] U.S. Patent App. No. 17 / 695,442, filed March 15, 2022, and currently assigned to Safran Landing Systems Canada Inc., the disclosure of which is expressly incorporated herein, discloses an electromagnet eddy-current brake assembly having a rotor configured to rotate about an axis with a rim of the aircraft. The rotor has a first frustoconical rotor surface and either a conductive element or a magnet. The brake assembly further includes a stator fixed in rotation about the axis and configured for selective translation in a direction along the axis. The stator has a first frustoconical stator surface proximate to the first frustoconical rotor surface and either a conductive element (when the stator has a magnet) or a magnet (when the stator has a conductive element). These brake assemblies utilize the relative motion between adjacent stators and rotors to induce eddy currents that result in resistive braking torque. The resulting braking torque varies in part on the distance (airgap) between the stator and the rotor. Embodiments of the disclosed braking assembly utilized rotors and stators with corresponding frustoconical surfaces. For aircraft in particular, it is desirable to minimize the number of applications of the carbon friction brakes. Embodiments of a hybrid braking architecture for aircraft in accordance with aspects of the present disclosure provide a braking system with improved control and performance as compared to known aircraft braking systems.

[0009] SUMMARY

[0010] The present disclosure provides examples of hybrid braking architecture for aircraft. Embodiments of the present disclosure can include eddy current brakes that are used in the absence of friction brakes, such as during taxiing maneuvers, or the eddy current brakes supplement friction brakes in situations where the required braking force is higher than the maximum braking force available with the eddy current brakes. In some embodiments, the eddy current brakes are arranged in the nose landing gear assembly, and in other embodiments, the eddy current brakes are arranged in the main landing gear assembly.

[0011] In accordance with an aspect of the present disclosure, hybrid braking system for an aircraft is provided. In an embodiment, the hybrid braking system includes a friction brake operably coupled to a first landing gear assembly and configured to impart up to a first maximum resistive force counteracting rotation of a wheel of the first landing gear assembly; an eddy current brake operably coupled to a second landing gear assembly and configured to impart up to a second maximum resistive force counteracting rotation of a wheel of the second landing gear assembly; and a brake controller in communication with the friction brake and the eddy current brake, the brake controller configured to actuate one or both of the friction and eddy current brakes in response to receiving a braking signal from a braking input device of the aircraft, the braking signal containing information related to a required braking force based on an input amplitude of the braking input device. The brake controller can include at least one machine-accessible storage medium that provides instructions that, when executed by the brake controller, will cause the brake controller to perform operations, including when the required braking force of the braking signal is less than or equal to the second maximum resistive force, actuating the eddy current brake in the absence of actuating the friction brake, and when the required braking force of the braking signal is greater than the second maximum resistive force, actuating the friction brake.

[0012] In accordance with another aspect of the present disclosure, a method of applying a braking force to an aircraft using a hybrid braking system having a friction brake operably coupled to a first landing gear assembly and configured to impart up to a first maximum resistive force counteracting rotation of a wheel of the first landing gear assembly, an eddy current brake operably coupled to a second landing gear assembly and configured to impart up to a second maximum resistive force counteracting rotation of a wheel of the second landing gear assembly, and a brake controller in communication with the friction brake and the eddy current brake, the brake controller configured to receive a braking signal from a braking input device of the aircraft is provided. In an embodiment, the method includes evaluating a required braking force based on the braking signal, the braking signal containing information related to a braking amplitude of a braking input device of the aircraft; comparing the required braking force with the second maximum resistive force; if the required braking force of the braking signal is less than or equal to the second maximum resistive force, actuating the eddy current brake with the brake controller in the absence of actuating the friction brake; and if the required braking force of the braking signal is greater than the second maximum resistive force, actuating the friction brake with the brake controller.

[0013] In accordance with another aspect of the present disclosure, a method of applying a braking force to a taxiing aircraft using a hybrid braking system having a friction brake operably coupled to a first landing gear assembly, an eddy current brake operably coupled to a second landing gear assembly and configured to impart up to a maximum resistive force counteracting rotation of a wheel of the second landing gear assembly, and a brake controller in communication with the friction brake and the eddy current brake, the brake controller configured to receive a braking signal from a braking input device of the aircraft is provided. In an embodiment, the method includes determining a required braking force based on the braking signal, the braking signal containing information related to a braking amplitude of a braking input device of the aircraft; comparing the required braking force with the maximum resistive force of the eddy current brake; determining the speed of the aircraft; if the required braking force of the braking signal is less than or equal to the maximum resistive force of the eddy current brake and the aircraft speed is greater than zero, actuating the eddy current brake with the brake controller in the absence of actuating the friction brake; and if the required braking force of the braking signal is greater than the second maximum resistive force or the aircraft speed is zero, actuating the friction brake in the absence of the eddy current brake.

[0014] In any of the embodiments of the present disclosure, actuating the friction brake can include actuating the eddy current brake simultaneously with the friction brake.

[0015] In any of the embodiments of the present disclosure, the first landing gear assembly can include a main landing gear assembly of the aircraft, and the second landing gear assembly can include a nose landing gear assembly of the aircraft.

[0016] In any of the embodiments of the present disclosure, the eddy current brake can include a first eddy current brake and a second eddy current brake, the first eddy current brake can be associated with a first wheel assembly of the nose landing gear assembly, and the second eddy current brake can be associated with a second wheel assembly of the nose landing gear assembly.

[0017] In any of the embodiments of the present disclosure, the friction brake can include a first friction brake and a second friction brake, the first friction brake can be associated with a left side of the main landing gear assembly, and the second friction brake can be associated with a right side of the main landing gear assembly.

[0018] In any of the embodiments of the present disclosure, the first landing gear assembly can include a first portion of a main landing gear assembly of the aircraft, and the second landing gear assembly can include a second portion of the main landing gear assembly of the aircraft.

[0019] In any of the embodiments of the present disclosure, the first landing gear assembly can include a first portion of a main landing gear assembly of the aircraft, and the second landing gear assembly can include a second portion of the main landing gear assembly of the aircraft. The hybrid braking system can further include a second friction brake operably coupled to a nose landing gear assembly and configured to impart up to a third maximum resistive force counteracting rotation of a wheel of the nose landing gear assembly.

[0020] In any of the embodiments of the present disclosure, further instructions can cause the brake controller to actuate the second friction brake when the required braking force of the braking signal is greater than the first maximum resistive force.

[0021] In any of the embodiments of the present disclosure, the brake controller can be a master brake controller, and the hybrid braking system can further include an eddy current brake controller in communication with the master brake controller and the eddy current brake.

[0022] In any of the embodiments of the present disclosure, the hybrid braking system can further include a friction brake controller in communication with the master brake controller and the friction brake.

[0023] This summary is provided to introduce a selection of concepts in a simplified form that are further described below in the Detailed Description. This summary is not intended to identify key features of the claimed subject matter, nor is it intended to be used as an aid in determining the scope of the claimed subject matter.

[0024] DESCRIPTION OF THE DRAWINGS

[0025] The foregoing aspects and many of the attendant advantages of the claimed subject matter will become more readily appreciated as the same become better understood by reference to the following detailed description, when taken in conjunction with the accompanying drawings, wherein: FIGURE 1A depicts one example of an aircraft, such as a passenger or cargo aircraft, shown in bottom view, in which technologies and / or methodologies of the present disclosure may be employed;

[0026] FIGURE IB is a functional block diagram of a hybrid braking architecture system in accordance with aspects of the present disclosure, showing eddy current braking in the nose landing gear and friction braking in the main landing gear;

[0027] FIGURE 2 is a functional block diagram of a hybrid braking architecture system in accordance with other aspects of the present disclosure, showing eddy current and friction braking in the main landing gear;

[0028] FIGURE 3 is a functional block diagram of a hybrid braking architecture system in accordance with further aspects of the present disclosure, showing friction braking in the nose landing gear and eddy current and friction braking in the main landing gear; and

[0029] FIGURE 4 is a flow chart illustrating a process for applying a braking force to an aircraft with the hybrid braking architecture system of FIGURES IB-3.

[0030] DETAILED DESCRIPTION

[0031] The detailed description set forth above in connection with the appended drawings, where like numerals reference like elements, are intended as a description of various embodiments of the present disclosure and are not intended to represent the only embodiments. Each embodiment described in this disclosure is provided merely as an example or illustration and should not be construed as preferred or advantageous over other embodiments. The illustrative examples provided herein are not intended to be exhaustive or to limit the disclosure to the precise forms disclosed.

[0032] As will be described in more detail below, the present disclosure provides examples of hybrid braking architectures for aircraft. Friction brakes use wearable stators and rotors, e.g., carbon-carbon heat sinks, that require maintenance and replacement of the components throughout the life of the aircraft. The useable life of the wearable friction brake heat sink can be extended most directly by reducing the number of applications of the friction brake, e.g., during frequent brake application maneuvers such as taxiing, the reduction of which will extend the time duration between servicing. Reducing friction brake applications would lower the cost of maintenance of the aircraft and reduce downtime during servicing.

[0033] In embodiments described herein, the hybrid braking architecture uses eddy current braking in addition to the friction brakes. The eddy current brakes can be applied independent from or in conjunction with the friction brakes to impart a resistive braking torque through the landing gear and slow the aircraft. For example, during taxiing maneuvers where the speed of the aircraft is relatively slow and runway traffic can require cycling the brakes on and off while the aircraft gets into position for takeoff, the eddy current brakes can be used independently to avoid application of the friction brakes altogether, which can have a significant impact in prolonging the life of the friction brake components. Further, during landing maneuvers where the speed of the aircraft is relatively fast, the eddy current brakes can be used to supplement the friction brakes and other resistive forces (drag, reverse thrust, etc.) to absorb energy and reduce the force required from the other braking systems, and / or provide shorter landing distances.

[0034] Hybrid braking architectures described herein can include a combination of friction brakes and eddy current brakes on the aircraft landing gear. In one embodiment, the friction brakes are arranged on the main landing gear and the eddy current brake is arranged on the nose landing gear. In this configuration, the standard braking force of the aircraft from the friction brakes in the main landing gear is generally not affected by the addition of the hybrid architecture eddy current brake in the nose landing gear. During use, the eddy current brake in the nose landing gear can be applied independent from the friction brakes in the main landing gear (e.g., during taxiing to reduce the number of applications of the friction brakes), or in conjunction with the friction brakes (e.g., during landing to absorb energy). In another embodiment, one or more eddy current brakes is arranged in place of one or more friction brakes in the main landing gear. In this configuration, the total braking force of the aircraft may be reduced in view of the eddy current brakes replacing friction brakes; however, individual aircraft specifications and requirements can be considered when implementing the hybrid architectures of the present disclosure. In a further embodiment, a friction brake is additionally included in the nose landing gear and one or more eddy brakes are arranged in the main landing gear in place of one or more friction brakes. Configurations of the hybrid braking architectures for aircraft can reduce noise, extend component life, reduce vibration felt by passengers, and prolong the duration of time between service, among other advantages.

[0035] Although embodiments of the present disclosure may be described with reference to hybrid braking architectures for aircraft, one skilled in the relevant art will appreciate that the disclosed embodiments are illustrative in nature and therefore should not be construed as limited to such an application. It should therefore be apparent that the disclosed technologies and methodologies have wide application, and therefore may be suitable for use with many types of vehicle braking architectures, including automobiles, buses, trains, heavy equipment, and the like. Accordingly, the following descriptions and illustrations herein should not limit the scope of the claimed subject matter.

[0036] FIGURE 1A depicts one example of an aircraft 100, such as a passenger or cargo aircraft, shown in bottom view, in which technologies and / or methodologies of the present disclosure may be employed. The aircraft 100 can include a hybrid braking architecture system 101 (“system 101”) integrated at least partially into a nose landing gear system 110, a left main landing gear system 120a, and a right main landing gear system 120b. As used herein, left and right directions are in reference to the perspective of the pilot seated in the cockpit facing the standard forward direction of travel. The landing gear systems 110, 120a, and 120b can include various components configured to support the body of the aircraft 100 above the ground surface, e.g., wheels, tires, shock absorbers, brackets, hydraulics, sensors, controllers, etc., and such components are not shown for the sake of clarity in the FIGURES. It should be appreciated that the aircraft 100 illustrated in FIGURE 1A should not be considered limiting on the present disclosure, and the landing gear systems can be arranged in various other configurations with fewer or additional components as desired. In addition, the particular location of the landing gear systems, the quantity of wheels and tires, and the other aspects of the aircraft 100 illustrated in FIGURE 1A should not be considered limiting on the present disclosure, as the components may be positioned at various locations.

[0037] FIGURE IB is a functional block diagram of the system 101 in accordance with aspects of the present disclosure, showing a configuration of the system 101 having eddy current braking in the nose landing gear system 110 and friction braking in the left and right main landing gear systems 120a and 120b. The system 101 includes a master brake controller 102 that is configured to manage braking actuation timing and force based on various input device signals from the aircraft 100. Examples of input device signals sent to and received by the master brake controller 102 are a mechanical brake input device 130 (e.g., hydraulic, pneumatic, mechanical, etc. — from a pilot, personnel manipulating an emergency brake lever, or other manually actuated system), an electronic brake input device 132 (e.g., a signal from an aircraft control system, a potentiometer, a position sensor, an autopilot system, or the like), and other input signals sent to the master brake controller 102. Each of these signals can be interpreted by the master brake controller 102 to actuate the brakes (e.g., an eddy current brake 114, a friction brake 124, or a combination thereof) in accordance with a control scheme of the aircraft 100. The master brake controller 102 can additionally be coupled to various other systems and sensors to provide feedback based on, e.g., wheel speed, brake force requirements, tire grip, and other similar aspects. Although the master brake controller 102 is shown as a single block in the diagram of FIGURE IB, the control system may include various separate components that are interconnected to send and receive signals.

[0038] In the embodiment of FIGURE IB, the master brake controller 102 is coupled to an eddy current brake controller 112 associated with the nose landing gear system 110 and configured to control one or more eddy current brakes 114 arranged in the components of the nose landing gear system 110. The nose landing gear system 110 typically includes two wheels and tires that can each individually include an eddy current brake 114. In other embodiments, a single eddy current brake 114 is included in the nose landing gear system 110, or greater than two eddy current brakes 114 can be included in nose landing gear configurations with greater than two wheels. Examples of the eddy current brakes 114 compatible with the system 101 include the eddy current braking systems described in U.S. Patent No. 9,638,273, and U.S. Patent App. No. 17 / 695,442, previously incorporated by reference herein; however, any configuration of eddy current braking may be compatible with the system 101.

[0039] The master brake controller 102 can further be coupled to: (1) a left friction brake controller 122a associated with the left main landing gear system 120a and configured to control one or more friction brakes 124 arranged in the components of the left main landing gear system 120a; and (2) a right friction brake controller 122b associated with the right main landing gear system 120b and configured to control one or more friction brakes 124 arranged in the components of the right main landing gear system 120b. The left and right main landing gear systems 120a and 120b can include any number of wheels and tires that can individually include a friction brake 124. In other embodiments, any number of friction brakes 124 can be included in the left and right main landing gear systems 120a and 120b, including fewer friction brakes 124 than the number of wheel and tire assemblies.

[0040] FIGURE 2 is a functional block diagram of a hybrid braking architecture system 201 (“system 201”) in accordance with other aspects of the present disclosure, showing a configuration of the system 201 having eddy current and friction braking in left and right main landing gear 220a and 220b with no braking in the nose landing gear 210. As shown, a master brake controller 202 is configured to receive inputs, e.g., from a mechanical brake input 230, from an electronic brake input 232, etc., and manage braking actuation timing and force based on various input signals from the aircraft (e.g., the aircraft 100). In the system 201, one or more friction brakes 224, controlled by left and right friction brake controllers 222a and 222b, respectively, can be replaced by an eddy current brake 214 controlled by left and right eddy current brake controllers 212a and 212b, respectively. In these embodiments, the braking force requirements of the aircraft can be used to determine the number of friction brakes 224 and the number of eddy current brakes 214 included in the system 201.

[0041] FIGURE 3 is a functional block diagram of a hybrid braking architecture system 301 (“system 301”) in accordance with other aspects of the present disclosure, showing a configuration of the system 301 having friction braking in the nose landing gear 310, and eddy current and friction braking in left and right main landing gear 320a and 320b. As shown, a master brake controller 302 is configured to receive inputs, e.g., from a mechanical brake input 330, from an electronic brake input 332, etc., and manage braking actuation timing and force based on various input signals from the aircraft (e.g., the aircraft 100). In the system 301, one or more friction brakes 324, controlled by a nose friction brake controller 316, can be arranged in the nose landing gear 310. Further, one or more friction brakes 324, controlled by left and right friction brake controllers 322a and 322b, respectively, can be replaced by an eddy current brake 314 controlled by left and right eddy current brake controllers 312a and 312b, respectively. In these embodiments, the braking force requirements of the aircraft can be used to determine the number of friction brakes 324 and the number of eddy current brakes 314 included in the system 301. In further embodiments, an eddy current brake and a friction brake can be included in the nose landing gear.

[0042] FIGURE 4 shows a flow chart illustrating an example of a process 400 for applying a braking force to an aircraft having the hybrid braking architecture systems 101, 201, and 301, in accordance with one or more aspects of the present disclosure. The order in which some or all of the process blocks appear in process 400 should not be deemed limiting. Rather, one of ordinary skill in the art having the benefit of the present disclosure will understand that some of the process blocks may be executed in a variety of orders not illustrated, or even in parallel.

[0043] In a process block 405, a hybrid braking architecture control is initiated. The hybrid braking architecture control can be initiated upon system startup of the aircraft, when the process 400 senses that braking control is required (manual or electronic input), or when the aircraft is in a mode where braking control is active. At a decision block 410, the process 400 can decide whether the aircraft is in a taxiing maneuver or a landing maneuver. For example, when the aircraft is in a landing maneuver, the required braking force will generally be higher than the eddy current brakes can provide, and system can automatically actuate the friction brakes or a combination of the friction brakes and the eddy current brakes. In other embodiments, the decision block 410 can be omitted and the process 400 can proceed down the flow path starting with the process block 415 after initiation at the process block 405.

[0044] When the decision at the decision block 410 is “taxiing,” or in embodiments where the decision block 410 is omitted as described above, the process 400 advances to a process block 415 where the braking force required based on mechanical and electronic inputs is evaluated. At this process block 415, the inputs (mechanical and electrical) can be evaluated to determine how much braking force is required to counteract the momentum of the aircraft. For example, when the pilot applies the brakes with a relatively light application or the electronic input sends a signal for a light application of the brakes (e.g., when slowing down from a taxi speed), the braking force required to counteract the momentum of the aircraft is relatively low. At this point in the process, a decision is required at a decision block 420 as to whether the eddy current brakes are capable of providing the required braking force based on the input signal. If the braking force is greater than the maximum eddy current braking force, then the process advances to an end process block 425 where the eddy current brakes and the friction brakes are applied to reduce the momentum of the aircraft. In other embodiments, at the end process block 425, the friction brakes may be applied without applying the eddy current brakes.

[0045] If the braking force is less than or equal to the maximum eddy current braking force, then the process advances to a decision block 430 where the aircraft speed is evaluated. Eddy current brakes require relative movement between a rotor and a stator to apply a braking force, and as such, eddy current brakes are not viable when the aircraft speed is at or near a stationary speed. At these low speeds, the friction brakes may be applied to fully stop the aircraft or to park the aircraft at a zero speed (e.g., to hold the aircraft still while the engines still generate thrust during taxiing). At the decision block 430, if the vehicle speed is at or near zero, then the process advances to an end process block 435 where the friction brakes are applied to stop the aircraft or keep the aircraft stationary. At the decision block 430, if the vehicle speed is greater than about zero, then the process advances to an end process block 440 where the eddy current brakes are applied in the absence of the friction brakes based on the requested braking force.

[0046] In embodiments where the decision block 410 is included in the process 400, when the decision at the decision block 410 is “landing,” the process 400 advances to a process block 450 where the braking force required based on mechanical and electronic inputs is evaluated. At an end process block 455, the eddy current brakes and the friction brakes are applied based on the required braking force. In other embodiments, at the end process block 455, the friction brakes may be applied without applying the eddy current brakes. It will be appreciated that other control schemes are within the scope of the present disclosure.

[0047] A collection of exemplary embodiments, including at least some explicitly enumerated as “ECs” (Example Combinations), providing additional description of a variety of embodiment types in accordance with the concepts described herein are provided below. These examples are not meant to be mutually exclusive, exhaustive, or restrictive; and the claimed subject matter is not limited to these example embodiments but rather encompasses all possible modifications and variations within the scope of the issued claims and their equivalents.

[0048] EC A. A hybrid braking system for an aircraft, comprising: a friction brake operably coupled to a first landing gear assembly and configured to impart up to a first maximum resistive force counteracting rotation of a wheel of the first landing gear assembly; an eddy current brake operably coupled to a second landing gear assembly and configured to impart up to a second maximum resistive force counteracting rotation of a wheel of the second landing gear assembly; and a brake controller in communication with the friction brake and the eddy current brake, the brake controller configured to actuate one or both of the friction and eddy current brakes in response to receiving a braking signal from a braking input device of the aircraft, the braking signal containing information related to a required braking force based on an input amplitude of the braking input device, the brake controller having at least one machine-accessible storage medium that provides instructions that, when executed by the brake controller, will cause the brake controller to perform operations, comprising: when the required braking force of the braking signal is less than or equal to the second maximum resistive force, actuating the eddy current brake in the absence of actuating the friction brake, and when the required braking force of the braking signal is greater than the second maximum resistive force, actuating the friction brake.

[0049] EC B. The hybrid braking system of EC A, wherein actuating the friction brake further comprises actuating the eddy current brake simultaneously with the friction brake.

[0050] EC C. The hybrid braking system of EC A, wherein the first landing gear assembly comprises a main landing gear assembly of the aircraft, and wherein the second landing gear assembly comprises a nose landing gear assembly of the aircraft. EC D. The hybrid braking system of EC C, wherein the eddy current brake comprises a first eddy current brake and a second eddy current brake, wherein the first eddy current brake is associated with a first wheel assembly of the nose landing gear assembly, and wherein the second eddy current brake is associated with a second wheel assembly of the nose landing gear assembly.

[0051] EC E. The hybrid braking system of EC D, wherein the friction brake comprises a first friction brake and a second friction brake, wherein the first friction brake is associated with a left side of the main landing gear assembly, and wherein the second friction brake is associated with a right side of the main landing gear assembly.

[0052] EC F. The hybrid braking system of EC A, wherein the first landing gear assembly comprises a first portion of a main landing gear assembly of the aircraft, and wherein the second landing gear assembly comprises a second portion of the main landing gear assembly of the aircraft.

[0053] EC G. The hybrid braking system of EC A, wherein the first landing gear assembly comprises a first portion of a main landing gear assembly of the aircraft, and wherein the second landing gear assembly comprises a second portion of the main landing gear assembly of the aircraft, and wherein the hybrid braking system further comprises a second friction brake operably coupled to a nose landing gear assembly and configured to impart up to a third maximum resistive force counteracting rotation of a wheel of the nose landing gear assembly.

[0054] EC H. The hybrid braking system of EC G, further providing instructions that, when executed by the brake controller, will cause the brake controller to perform operations, comprising: actuating the second friction brake when the required braking force of the braking signal is greater than the first maximum resistive force.

[0055] EC I. The hybrid braking system of EC A, wherein the brake controller is a master brake controller, and wherein the hybrid braking system further comprises an eddy current brake controller in communication with the master brake controller and the eddy current brake.

[0056] EC J. The hybrid braking system of EC I, wherein the hybrid braking system further comprises a friction brake controller in communication with the master brake controller and the friction brake.

[0057] EC K. A method of applying a braking force to an aircraft using a hybrid braking system having a friction brake operably coupled to a first landing gear assembly and configured to impart up to a first maximum resistive force counteracting rotation of a wheel of the first landing gear assembly, an eddy current brake operably coupled to a second landing gear assembly and configured to impart up to a second maximum resistive force counteracting rotation of a wheel of the second landing gear assembly, and a brake controller in communication with the friction brake and the eddy current brake, the brake controller configured to receive a braking signal from a braking input device of the aircraft, the method comprising: evaluating a required braking force based on the braking signal, the braking signal containing information related to a braking amplitude of a braking input device of the aircraft; comparing the required braking force with the second maximum resistive force; if the required braking force of the braking signal is less than or equal to the second maximum resistive force, actuating the eddy current brake with the brake controller in the absence of actuating the friction brake; and if the required braking force of the braking signal is greater than the second maximum resistive force, actuating the friction brake with the brake controller.

[0058] EC L. The method of EC K, wherein actuating the friction brake further comprises actuating the eddy current brake simultaneously with the friction brake.

[0059] EC M. The method of EC K, wherein the first landing gear assembly comprises a main landing gear assembly of the aircraft, and wherein the second landing gear assembly comprises a nose landing gear assembly of the aircraft.

[0060] EC N. The method of EC M, wherein the eddy current brake comprises a first eddy current brake and a second eddy current brake, wherein the first eddy current brake is associated with a first wheel assembly of the nose landing gear assembly, and wherein the second eddy current brake is associated with a second wheel assembly of the nose landing gear assembly.

[0061] EC O. The method of EC N, wherein the friction brake comprises a first friction brake and a second friction brake, wherein the first friction brake is associated with a left side of the main landing gear assembly, and wherein the second friction brake is associated with a right side of the main landing gear assembly.

[0062] EC P. The method of EC K, wherein the brake controller is a master brake controller, and wherein the hybrid braking system further comprises an eddy current brake controller in communication with the master brake controller and the eddy current brake.

[0063] EC Q. The method of EC P, wherein the hybrid braking system further comprises a friction brake controller in communication with the master brake controller and the friction brake. EC R. The method of EC K, wherein prior to evaluating a required braking force based on the braking signal, the hybrid braking system determines whether the aircraft is taxiing or landing.

[0064] EC S. The method of EC R, further comprising, when the aircraft is landing, simultaneously actuating the eddy current brake while actuating the friction brake.

[0065] EC T. A method of applying a braking force to a taxiing aircraft using a hybrid braking system having a friction brake operably coupled to a first landing gear assembly, an eddy current brake operably coupled to a second landing gear assembly and configured to impart up to a maximum resistive force counteracting rotation of a wheel of the second landing gear assembly, and a brake controller in communication with the friction brake and the eddy current brake, the brake controller configured to receive a braking signal from a braking input device of the aircraft, the method comprising: determining a required braking force based on the braking signal, the braking signal containing information related to a braking amplitude of a braking input device of the aircraft; comparing the required braking force with the maximum resistive force of the eddy current brake; determining a speed of the aircraft; if the required braking force of the braking signal is less than or equal to the maximum resistive force of the eddy current brake and the aircraft speed is greater than zero, actuating the eddy current brake with the brake controller in the absence of actuating the friction brake; and if the required braking force of the braking signal is greater than the second maximum resistive force or the aircraft speed is zero, actuating the friction brake in the absence of the eddy current brake. In the foregoing description, specific details are set forth to provide a thorough understanding of exemplary embodiments of the present disclosure. It will be apparent to one skilled in the art, however, that the embodiments disclosed herein may be practiced without embodying all of the specific details. In some instances, well-known process steps have not been described in detail in order not to unnecessarily obscure various aspects of the present disclosure. Further, it will be appreciated that embodiments of the present disclosure may employ any combination of features described herein.

[0066] The present application may reference quantities and numbers. Unless specifically stated, such quantities and numbers are not to be considered restrictive, but exemplary of the possible quantities or numbers associated with the present application. Also in this regard, the present application may use the term “plurality” to reference a quantity or number. In this regard, the term “plurality” is meant to be any number that is more than one, for example, two, three, four, five, etc. The terms “about,” “approximately,” “near,” etc., mean plus or minus 10% of the stated value. For the purposes of the present disclosure, the phrase “at least one of A and B” is equivalent to “A and / or B” or vice versa, namely “A” alone, “B” alone or “A and B.”. Similarly, the phrase “at least one of A, B, and C,” for example, means (A), (B), (C), (A and B), (A and C), (B and C), or (A, B, and C), including all further possible permutations when greater than three elements are listed.

[0067] It should be noted that for purposes of this disclosure, terminology such as “upper,” “lower,” “vertical,” “horizontal,” “fore,” “aft,” “inner,” “outer,” “front,” “rear,” etc., should be construed as descriptive and not limiting the scope of the claimed subject matter. Further, the use of “including,” “comprising,” or “having” and variations thereof herein is meant to encompass the items listed thereafter and equivalents thereof as well as additional items. Unless limited otherwise, the terms “connected,” “coupled,” and “mounted” and variations thereof herein are used broadly and encompass direct and indirect connections, couplings, and mountings. Throughout this specification, terms of art may be used. These terms are to take on their ordinary meaning in the art from which they come, unless specifically defined herein or the context of their use would clearly suggest otherwise.

[0068] The principles, representative embodiments, and modes of operation of the present disclosure have been described in the foregoing description. However, aspects of the present disclosure, which are intended to be protected, are not to be construed as limited to the particular embodiments disclosed. Further, the embodiments described herein are to be regarded as illustrative rather than restrictive. It will be appreciated that variations and changes may be made by others, and equivalents employed, without departing from the spirit of the present disclosure. Accordingly, it is expressly intended that all such variations, changes, and equivalents fall within the spirit and scope of the present disclosure as claimed.

Claims

CLAIMSThe embodiments of the invention in which an exclusive property or privilege is claimed are defined as follows:

1. A hybrid braking system for an aircraft, comprising: a friction brake operably coupled to a first landing gear assembly and configured to impart up to a first maximum resistive force counteracting rotation of a wheel of the first landing gear assembly; an eddy current brake operably coupled to a second landing gear assembly and configured to impart up to a second maximum resistive force counteracting rotation of a wheel of the second landing gear assembly; and a brake controller in communication with the friction brake and the eddy current brake, the brake controller configured to actuate one or both of the friction and eddy current brakes in response to receiving a braking signal from a braking input device of the aircraft, the braking signal containing information related to a required braking force based on an input amplitude of the braking input device, the brake controller having at least one machine-accessible storage medium that provides instructions that, when executed by the brake controller, will cause the brake controller to perform operations, comprising: when the required braking force of the braking signal is less than or equal to the second maximum resistive force, actuating the eddy current brake in the absence of actuating the friction brake, and when the required braking force of the braking signal is greater than the second maximum resistive force, actuating the friction brake.

2. The hybrid braking system of Claim 1, wherein actuating the friction brake further comprises actuating the eddy current brake simultaneously with the friction brake.

3. The hybrid braking system of Claim 1 or Claim 2, wherein the first landing gear assembly comprises a main landing gear assembly of the aircraft, and wherein the second landing gear assembly comprises a nose landing gear assembly of the aircraft.

4. The hybrid braking system of Claim 3, wherein the eddy current brake comprises a first eddy current brake and a second eddy current brake, wherein the first eddy current brake is associated with a first wheel assembly of the nose landing gear assembly, and wherein the second eddy current brake is associated with a second wheel assembly of the nose landing gear assembly.

5. The hybrid braking system of Claim 4, wherein the friction brake comprises a first friction brake and a second friction brake, wherein the first friction brake is associated with a left side of the main landing gear assembly, and wherein the second friction brake is associated with a right side of the main landing gear assembly.

6. The hybrid braking system of any of Claims 1-5, wherein the first landing gear assembly comprises a first portion of a main landing gear assembly of the aircraft, and wherein the second landing gear assembly comprises a second portion of the main landing gear assembly of the aircraft.

7. The hybrid braking system of any of Claims 1-6, wherein the first landing gear assembly comprises a first portion of a main landing gear assembly of the aircraft, and wherein the second landing gear assembly comprises a second portion of the main landing gear assembly of the aircraft, and wherein the hybrid braking system further comprises a second friction brake operably coupled to a nose landing gear assembly and configured to impart up to a third maximum resistive force counteracting rotation of a wheel of the nose landing gear assembly.

8. The hybrid braking system of Claim 7, further providing instructions that, when executed by the brake controller, will cause the brake controller to perform operations, comprising: actuating the second friction brake when the required braking force of the braking signal is greater than the first maximum resistive force.

9. The hybrid braking system of any of Claims 1-8, wherein the brake controller is a master brake controller, and wherein the hybrid braking system further comprises an eddy current brake controller in communication with the master brake controller and the eddy current brake.

10. The hybrid braking system of Claim 9, wherein the hybrid braking system further comprises a friction brake controller in communication with the master brake controller and the friction brake.

11. A method of applying a braking force to an aircraft using a hybrid braking system having a friction brake operably coupled to a first landing gear assembly and configured to impart up to a first maximum resistive force counteracting rotation of a wheel of the first landing gear assembly, an eddy current brake operably coupled to a second landing gear assembly and configured to impart up to a second maximum resistive force counteracting rotation of a wheel of the second landing gear assembly, and a brake controller in communication with the friction brake and the eddy current brake, the brake controller configured to receive a braking signal from a braking input device of the aircraft, the method comprising: evaluating a required braking force based on the braking signal, the braking signal containing information related to a braking amplitude of a braking input device of the aircraft; comparing the required braking force with the second maximum resistive force;if the required braking force of the braking signal is less than or equal to the second maximum resistive force, actuating the eddy current brake with the brake controller in the absence of actuating the friction brake; and if the required braking force of the braking signal is greater than the second maximum resistive force, actuating the friction brake with the brake controller.

12. The method of Claim 11, wherein actuating the friction brake further comprises actuating the eddy current brake simultaneously with the friction brake.

13. The method of Claim 11 or Claim 12, wherein the first landing gear assembly comprises a main landing gear assembly of the aircraft, and wherein the second landing gear assembly comprises a nose landing gear assembly of the aircraft.

14. The method of Claim 13, wherein the eddy current brake comprises a first eddy current brake and a second eddy current brake, wherein the first eddy current brake is associated with a first wheel assembly of the nose landing gear assembly, and wherein the second eddy current brake is associated with a second wheel assembly of the nose landing gear assembly.

15. The method of Claim 14, wherein the friction brake comprises a first friction brake and a second friction brake, wherein the first friction brake is associated with a left side of the main landing gear assembly, and wherein the second friction brake is associated with a right side of the main landing gear assembly.

16. The method of any of Claims 11-15, wherein the brake controller is a master brake controller, and wherein the hybrid braking system further comprises an eddy current brake controller in communication with the master brake controller and the eddy current brake.

17. The method of Claim 16, wherein the hybrid braking system further comprises a friction brake controller in communication with the master brake controller and the friction brake.

18. The method of any of Claims 11-17, wherein prior to evaluating a required braking force based on the braking signal, the hybrid braking system determines whether the aircraft is taxiing or landing.

19. The method of Claim 18, further comprising, when the aircraft is landing, simultaneously actuating the eddy current brake while actuating the friction brake.

20. A method of applying a braking force to a taxiing aircraft using a hybrid braking system having a friction brake operably coupled to a first landing gear assembly, an eddy current brake operably coupled to a second landing gear assembly and configured to impart up to a maximum resistive force counteracting rotation of a wheel of the second landing gear assembly, and a brake controller in communication with the friction brake and the eddy current brake, the brake controller configured to receive a braking signal from a braking input device of the aircraft, the method comprising: determining a required braking force based on the braking signal, the braking signal containing information related to a braking amplitude of a braking input device of the aircraft; comparing the required braking force with the maximum resistive force of the eddy current brake; determining a speed of the aircraft; if the required braking force of the braking signal is less than or equal to the maximum resistive force of the eddy current brake and the aircraft speed is greater than zero, actuating the eddy current brake with the brake controller in the absence of actuating the friction brake; andif the required braking force of the braking signal is greater than the second maximum resistive force or the aircraft speed is zero, actuating the friction brake in the absence of the eddy current brake.

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